CN109153411B

CN109153411B - Independent suspension for a vehicle, in particular for a vehicle steering wheel

Info

Publication number: CN109153411B
Application number: CN201780030274.7A
Authority: CN
Inventors: D·波纳拉; M·伯塔斯
Original assignee: Brist Axle Systems SRL
Current assignee: Brist Axle Systems SRL
Priority date: 2016-05-18
Filing date: 2017-05-16
Publication date: 2021-11-02
Anticipated expiration: 2037-05-16
Also published as: EP3458338B1; US10919571B2; WO2017199166A3; EP3458338A2; CN109153411A; WO2017199166A2; US20190144034A1; ITUA20163542A1

Abstract

Independent suspension for a vehicle, in particular for a heavy vehicle, comprising: a knuckle (2) extending between an outer portion (2a) defining the axis of rotation of the hub and an inner portion (2b) having a receptacle extending transversely to said outer portion along a steering axis (a), and a knuckle bracket (7) assembly rotatably coupled to the inner portion of the knuckle (2) to allow relative rotation about said steering axis (a) and included on the steering axis (a). At least a first (7a) and a second support portion (7b) define each a substantially horizontal hinge point (5a, 6a) for one end of a respective cross arm (5, 6). The knuckle bracket assembly (7) comprises a first body (16) and a second body (17) separated from each other, wherein the first body (16) comprises a steering pin (11) extending along a steering axis (A). The first support portion (7a) and the second body (17) are partially fitted around the kingpin (11) and comprise a second support portion (7 b).

Description

Independent suspension for a vehicle, in particular for a vehicle steering wheel

Technical Field

The present invention relates to an independent suspension for a vehicle, in particular a suspension for the steering wheels of a passenger transport type vehicle such as a bus, a minibus, and the like, preferably but not exclusively.

The invention is therefore suitable for use in the automotive field, in particular for the construction of steering axles.

Background

In the known art, independent suspensions have been invented for a long time, i.e. they are configured to allow each wheel of the same axle to move vertically (i.e. to react to a collision on the road) independently of the other.

In the field of heavy-duty vehicles, three independent suspension solutions are known, namely:

a knuckle mount;

a ball joint;

a "T" shaped joint.

The "classic" solution with a knuckle bracket, which is intended to connect the upper and lower crossarms to the knuckle (which supports the hub) by means of a knuckle bracket body provided with two end portions (i.e. an upper end portion and a lower end portion) which are pivoted by means of horizontal articulation points with the outer end of the suspension "arm" and with an intermediate portion projecting beyond this end portion with respect to the vehicle, and to the knuckle by means of a pin defining the steering axis.

In the most well known embodiment, the knuckle has a fork shape and the intermediate part of the assembly is inserted between the two arms of the fork and is pivotably fitted on a pin which in turn engages, by interposition, in the arms themselves.

Disadvantageously, this solution, although effective and robust, means that it is necessary to manufacture the knuckle support body with considerable dimensions and weight, which leads to increased costs for the manufacturer and increased stresses on all the components of the suspension and the bearings.

Two other known solutions using spherical or "T" joints cleverly solve the problems of weight and size, effectively eliminating the presence of different components, but they introduce problems of high sensitivity for the vehicle manufacturers.

In fact, the solution with a spherical joint means that strong friction is induced at the joint, which results in a significant reduction in the service life of the suspension.

Furthermore, the connection of the two pairs (arm and steering) of axes of rotation only in the two spherical joints (or even "T" joints) needs to be positioned at the end of the cross arm, or in a larger inner region of the vehicle with respect to the knuckle.

This feature, which is required without the construction of the steering pin, is reflected negatively in the "ground traversing arm", i.e. in the distance between the ground projection of the steering axis and the central part of the contact area of the tyre, which is often a critical parameter in determining driving comfort or steering response.

Disclosure of Invention

It is therefore an object of the present invention to provide an independent suspension for a vehicle, in particular a heavy vehicle, which overcomes the drawbacks associated with the prior art described above.

In particular, it is an object of the present invention to provide an independent suspension for a vehicle, in particular for a heavy vehicle, having a lightweight structure that also allows obtaining limited ground arm values.

Furthermore, it is an object of the present invention to provide an independent suspension for a vehicle, in particular for a heavy vehicle, which is cheap and easy to assemble and maintain.

Furthermore, it is an object of the present invention to provide an independent suspension for a vehicle, in particular for a heavy vehicle, which is cheap and easy to manufacture.

The object is achieved by an independent suspension for a vehicle, in particular for a heavy vehicle, having one or more of the features of the following claims, and in particular comprising: a steering knuckle extending between an outer portion defining an axis of rotation of a hub of the vehicle and an inner portion, wherein the inner portion includes at least one receptacle extending transverse to the outer portion along a steering axis; and a knuckle bracket assembly rotatably coupled to the inboard portion of the knuckle to allow relative rotation about a steering axis, the knuckle bracket assembly including at least first and second support portions defining each substantially horizontal hinge point for one end of a respective cross arm.

According to one aspect of the invention, the knuckle bracket assembly comprises first and second bodies spaced apart from each other, wherein the first body comprises a steering pin extending along the steering axis and the first support portion of the knuckle bracket, and the second body is partially fitted around the steering pin and comprises the second support portion of the knuckle bracket assembly.

More specifically, the first body is substantially "L" shaped and has: a linear portion defining a kingpin; and an inclined portion defining said first support portion and extending transversely to the linear portion so that the respective articulation point is not aligned with said steering axis, while the second body comprises a coupling portion fitted around the steering pin from which projects a support arm comprising the second support portion and extending transversely to the linear portion of the first body so that the respective articulation point is not aligned with said steering axis.

Advantageously, in this way the steering pin contributes to the structural reinforcement, but at the same time the presence of two support portions that are not aligned with respect to the steering axis allows the steering pin to be positioned more outwardly, i.e. more inwardly with respect to the wheel, which is very advantageous for the compactness of the structure and for the arm to be transverse to the ground.

In addition, the possibility of disassembling the knuckle bracket assembly makes the suspension easy to assemble, maintain and manufacture, greatly simplifying mold manufacture.

According to another (and possibly complementary) aspect of the invention, the knuckle bracket assembly (also of unitary construction) comprises a coupling portion fitted around the steering pin and comprising at least two constraining bodies aligned and spaced apart along said steering axis, provided with respective seats, coaxial to each other to receive said pin.

Advantageously, in this way the support (in particular in the embodiment in which it is an upper support) releases the chassis and the spring load onto the knuckle at least two points, allowing to make a lighter structure with the same performance.

Drawings

These and other features and advantages thereof will become more apparent from the following illustrative and non-limiting description of a preferred, and therefore non-exclusive, embodiment of an independent suspension for a vehicle, in particular a heavy vehicle as illustrated, in which:

FIG. 1 shows a perspective view of an independent suspension for a vehicle;

figure 2 shows a cross-sectional view of the suspension of figure 1, performed along an incident axis (or caster);

FIG. 2a shows a detail of FIG. 2;

FIG. 3 illustrates a front view of the group knuckle/knuckle bracket assembly of the suspension of FIG. 1;

fig. 4 shows a side view of a detail of fig. 3.

Detailed Description

With reference to the accompanying drawings, reference numeral 1 indicates an independent suspension for a vehicle according to the invention. As already mentioned, the term "independent suspension" is intended to define an assembly configured to allow each wheel of the same axle to move vertically (i.e. in reaction to a collision on the road) independently of the other.

Preferably, the suspension 1 is a suspension for a directional wheel (more preferably a front wheel of a vehicle).

The suspension mainly includes: a knuckle 2 (provided with a pin) on which, in use, a hub 3 of a wheel 4 is rotatably constrained; a pair of cross arms, namely an upper cross arm 5 and a lower cross arm 6; and a knuckle bracket assembly 7 pivoted to the arm by means of a specific (horizontal)

articulation point

5a, 6a and rotatably associated with the knuckle 2 to allow rotation about the steering axis "a".

The knuckle 2 extends between an outboard portion 2a and an inboard portion 2b that define the axis of rotation of the hub 3.

Note that the terms "inner portion", "outer portion", "upper" and "lower" herein refer to the operating state of the suspension 1, i.e., the state of being mounted on the vehicle.

The inner portion 2b of the knuckle 2 comprises at least one receiving seat 8, which receiving seat 8 extends transversely to said outer portion along said steering axis "a". Preferably, the steering axis "a" is transverse to the rotation axis of the hub 3, more preferably inclined with respect to the rotation axis of the hub 3 by an angle comprised between 60 ° and 90 °, more preferably between 75 ° and 85 °, in particular about 80 °.

Thus, the outer portion 2a is preferably defined by a substantially horizontal axis 9 extending away from the inner portion 2 b.

The shaft 9 is rotatably associated to the wheel hub 3, preferably by means of a pair of conical bearings, so that the hub 3 can rotate about a rotation axis corresponding to the shaft.

In a preferred embodiment, the inner portion 2b of the knuckle 2 comprises a fork 10, the fork 10 being provided with two

arms

10a, 10b, the

arms

10a, 10b facing each other and being spaced apart to define said receiving seat 8 between them. Thus, the knuckle 2 basically has a "Y" shape.

Preferably, the fork 10 is also oriented so that the arms become the lower arm 10a and the upper arm 10 b.

The knuckle bracket assembly 7 is rotatably coupled to the inboard portion 2b of the knuckle 2 to allow the knuckle 2 to rotate about a steering axis "a" relative to the knuckle bracket assembly 7, and includes at least a first support portion 7a and a second support portion 7b, each provided with a

hinge point

5a, 6a, said

hinge points

5a, 6a being substantially horizontal to one (outer) end of the

respective cross arm

5, 6. Preferably, the

hinge points

5a, 6a are defined by pins 5b, 6b, said pins 5b, 6b being rigidly constrained to the

respective support portion

7a, 7b and being rotatably coupled with the

respective cross arm

5, 6 by means of bearings or slides.

Preferably, the first support portion 7a is associated with the lower arm 6, while the second support portion 7b is associated with the upper arm 5.

The suspension also comprises a steering pin 11, said steering pin 11 extending along the steering axis "a" and being constrained to the receiving seat 8 of the inner portion 2b of the knuckle.

The pin 11 is therefore a rod extending between its two ends 11a along the steering axis "a".

The knuckle bracket assembly 7 includes a coupling portion 13 fitted around the kingpin 11.

According to one aspect of the invention, the coupling portion 13 of the knuckle bracket assembly 7 comprises at least two constraining bodies 14, the constraining bodies 14 being aligned and spaced apart along said steering axis "a" and being provided with respective seats 14a coaxial to each other to receive said pin 11. More specifically, the inboard portion 2b of the knuckle 2 is at least partially received between the two restraining bodies 14 of the coupling portion 13 of the knuckle bracket assembly 7.

Each constraining body 14 therefore comprises at least one unloading surface 14b which forms the force of the inner portion 2b of the knuckle 2.

Thus, the coupling portion 13 of the knuckle bracket assembly 7 has a "C" shape in which both of the restraints 14 rest on the knuckle 2.

Thus, the coupling portion 13 of the knuckle bracket assembly 7 and said fork 10 interpenetrate each other, defining, along the steering axis "a", an alternating succession of the support body 14a and the

arms

10a, 10 b.

Advantageously, the forces transmitted from the knuckle bracket assembly 7 to the knuckle 2 are released at two different and spaced points in this way, allowing for excellent bending resistance in the case of an elongated structure.

This possibility therefore allows to realize simple, compact and cheap components.

In this respect, it should be noted that at least a thrust bearing 15 is provided between at least one of said unloading surfaces 14b and the inner portion of the knuckle 2 b.

According to another aspect of the invention (which is complementary to the previous aspect), the pin 11 is integral with the knuckle bracket assembly 7.

Further, the knuckle bracket assembly 7 includes a first body 16 and a second body 17 that are different from each other.

The first body 16 includes the kingpin 11 and the first support portion 7a of the knuckle bracket assembly 7.

The second body 17 is partially fitted around the kingpin 11 and includes the second support portion 7b of the knuckle bracket assembly 7.

Advantageously, in this way, the knuckle bracket assembly 7 is easy to assemble.

Furthermore, its decomposable structure comprising the kingpin 11 and the

support portions

7a, 7b provides a compact and robust structure.

In some embodiments, the first body 16 is preferably constrained to rotate relative to the second body 17 by means of mechanical means, such as particles or ridges (defining an anti-rotation constraint).

Preferably, the first body 16 is substantially "L" shaped and has a linear portion 16a and an inclined portion 16 b.

The linear portion 16a defines the kingpin 11.

The inclined portion 16b defines the first support portion 7a and extends transversely to the linear portion 16a so as to misalign the respective hinge point 6a with said steering axis "a".

Preferably, the linear portion 16a (i.e. the kingpin 11) is received inwardly into the receiving seat 8 of the inner portion 2b of the knuckle, while the inclined portion 16b (or the first support portion 7a) is arranged (preferably downstream) outside the receiving seat 8.

In other words, the linear portion 16a of the first body 16 is rotatably coupled to the

arms

10a, 10b of the fork 10 of the knuckle 2, while the inclined portion 16b projects outside one of the

arms

10a, 10b, in particular the lower arm 10a below.

The knuckle 2 therefore comprises at least one pair (preferably two pairs, one for each arm) of radial bearings received in the

arms

10a, 10b and rotatably coupled with the pin 11.

More precisely, moreover, the free end of the kingpin 11 or of the linear portion 16a projects outside said receiving seat 8 on the opposite side with respect to the first support portion 7 a.

In other words, the first body 16 extends through the fork 10 between a first terminal portion 18a projecting above the upper arm 10b (and defining said free end) and a second terminal portion 18b projecting below the lower arm 10a (and defining the inclined portion 16 b).

Note that the first terminal portion 18a corresponds to the end portion 11a of the pin 11.

The second body 17 of the knuckle bracket assembly 7 comprises the above-mentioned coupling part 13.

The coupling portion 13 is fitted around the steering pin 11, and the support arm 19 projects away from the first support portion 7a of the first body 16.

The support arm 19 includes a second support portion 7 b.

Preferably, the supporting arm 19 extends transversely to the coupling portion 13, partly flanking the coupling portion 13.

More specifically, the support arm 19 has a proximal portion 29 opposite the coupling portion, flanked to the support arm 19 and substantially parallel to the support arm 19, and a distal portion 30 remote from the coupling portion, defining an extension of the proximal portion, and comprising said hinge point 5 a.

In a preferred embodiment, the supporting arm 19 is offset from the coupling portion 13 with respect to a plane connecting the steering axes of the two front wheels of the vehicle.

In other words, the plane connecting the support arm 19 and the coupling portion 13 is inclined and incident with respect to a plane passing through the two steering axes of the two front wheels of the vehicle.

Thus, with reference to the vehicle, the support arm 19 is arranged rearward with respect to the coupling portion 13.

Furthermore, in a preferred embodiment, the support arm 19 protrudes above the coupling part 13 and the knuckle 2.

More preferably, the support arm 19 has a projection 19a, which projection 19a terminates in a support plate for the spring or damper 23.

Preferably, the protrusion 19a extends beyond the hinge point 5 a.

The supporting arm 19 thus extends between a first end constrained to the coupling portion 13, a middle portion rotatably coupled to the upper arm 5 by means of a respective hinge point 5a, and a second (upper) end bearing a spring or damper 23.

Thus, the protrusion 19a extends between said intermediate portion and said second end.

Note that in an alternative embodiment (not shown) the protrusion may extend between the coupling part 13 and the hinge point 5 a.

Preferably, the suspension 1 comprises at least one thrust bearing 15 (already briefly described above) operatively interposed between the second body 17 of the knuckle bracket assembly 7 and the inner portion 2b of the knuckle 2 in the bearing or unloading area.

In particular, the coupling portion 13 of the second body 17 of the knuckle bracket assembly 7 comprises at least one sleeve 20, which sleeve 20 is fitted around said steering pin 11 (i.e. around the linear portion 16a) and is received in the receiving seat 8 of the knuckle 2.

Thus, the sleeve 20 defines the constraining body 14 as described above.

Such a sleeve 20 is interposed between the two

arms

10a, 10b of the fork 10 and has a lower end 20a resting on the lower arm 10 a.

Thus, the lower end 20a of the sleeve 20 defines a relieved surface 14b of the restraint body 14, the relieved surface 14b forming a knuckle transfer force and stress.

Then, the thrust bearing 15 is placed around the kingpin 11 and interposed between the lower end 20a of the sleeve 20 and the lower arm 10b of the fork 10.

Preferably, the second body 17 of the knuckle bracket assembly 7 (in particular the coupling portion 13) comprises at least one auxiliary support 21, which auxiliary support 21 is fitted around the steering pin 11 at its end opposite to the first support portion 7a of the first body 7.

More specifically, the auxiliary support 21 is fitted around the free end of the linear portion 16a of the first body 16 so as to protrude above the upper arm 10 b.

Preferably, the auxiliary support 21 is substantially an annular body.

Thus, the auxiliary support 21 defines the second restraining body 14 of the coupling portion 13 of the knuckle bracket assembly 7.

Note that the auxiliary support 21 is coaxial with the sleeve 20 and is spaced apart from the sleeve 20 to define a housing 22; at least one

arm

10a, 10b of the yoke 10 is located in said housing 22, preferably the upper arm 10b is located in said housing 22.

Thus, the kingpin 11 passes through the sleeve 20 of the upper arm 10b (or lower arm in other embodiments) and the sleeve 20 of the auxiliary support 21.

Thus, in the preferred embodiment, the inboard portion 2b of the knuckle 2 and the second body 17 of the knuckle bracket assembly 7 are at least partially "C" -shaped opposing and interdigitated elements.

More specifically, the fork body 10 and the coupling portion 13 define a "C" -shaped element.

The first body 16 of the knuckle support assembly 7, in particular the pin 11, is inserted into such a "C" -shaped element, passing through them with its

ends

18a, 18b projecting above and below.

In order to obtain an axial locking between the two

bodies

16, 17 of the knuckle-bracket assembly 7 (and of the knuckle 2 itself), a clamping nut 24 is provided, which clamping nut 24 is coupled to the end of the steering pin 11 opposite the first support portion 7 a.

More specifically, the clamping nut 24 is coupled to the first terminal portion 18a of the first body 16.

In the embodiment shown, a clamping nut 24 is operatively active between said terminal portion 18a and the auxiliary support 21.

Thus, the clamping nut 24 is screwed onto the first terminal portion 18a of the first body 16 (i.e., onto the end of the pin 11), so as to abut against the auxiliary support 21.

In a preferred embodiment, a washer is provided between said nut 24 and the auxiliary support 21, which washer is constrained to rotate to the pin 11 to prevent the latter from rotating causing the nut 24 to loosen.

Preferably, said auxiliary support 21 of the second body 17 or said upper arm 10b of the fork 10 has an end for the kingpin 11 and a housing slot 25 for the clamping nut 24.

Advantageously, in this way the nut does not protrude and (for example, in the case of maximum compression) does not come into any possible sliding or contact with other movable parts of the suspension that could damage its grip or could loosen it.

More specifically, in the embodiment shown, the auxiliary support 21 of the second body 17 is provided with said housing seat 25 for the clamping nut 24.

In detail, the housing seat 25 comprises a through hole having a narrowed portion 26 facing the knuckle 2 to receive the pin 11 and an enlarged portion 27 facing away from the knuckle 2 and sized to receive and house the respective ends of the steering pin 11 and the clamping nut 24.

Preferably, for purely protective purposes, an obturator cap 28 of the seat 25 is also provided, constrained to the auxiliary support 21 and/or to the steering pin 11.

In the embodiment shown, the closing cap 28 is defined by a disc formed at the edge of the hole at the enlarged portion 27 and constrained to the steering pin 11 by means of fastening means (screws).

The invention achieves the intended objects and achieves important advantages.

In fact, the knuckle bracket assembly appears divided into two bodies, one comprising the pin and the support for one arm, making it easy to assemble and maintain the suspension.

Furthermore, by integrating the steering pin and the lower support in one single body, in particular by forming such a body as an "L", the lower articulation point and the steering axis can be offset, so that a net reduction of the ground arm can be achieved.

Furthermore, the shape of the knuckle bracket assembly (i.e. the second body of the assembly), with two unloading or contact points with the knuckle, allows for an optimal load distribution, so that a structure as strong as a slim compact structure can be achieved.

Claims

1. An independent suspension for a vehicle, comprising:

a steering knuckle (2) extending between an outer portion (2a) defining the axis of rotation of a hub (3) of a wheel (4) of said vehicle and an inner portion (2b), wherein said inner portion (2b) comprises at least one receiving seat (8) extending transversely to said outer portion (2a) along a steering axis (A);

a knuckle bracket assembly (7) rotatably coupled to the inboard portion (2b) of the knuckle (2) to allow relative rotation about the steering axis (A) and comprising at least a first support portion (7a) and a second support portion (7b) each defining a hinge point (5a, 6a), the hinge points (5a, 6a) being substantially horizontal to one end of the respective cross arm (5, 6),

characterized in that the knuckle bracket assembly comprises a first body (16) and a second body (17) different from each other, wherein:

-said first body (16) is substantially "L" -shaped and has a linear portion (16a) defining a steering pin (11) and an inclined portion (16b) defining said first support portion (7a) and extending transversely to the linear portion (16a) so as to misalign the respective articulation point (6a) with said steering axis (a);

the second body (17) comprises a coupling portion (13) fitted around the steering pin (11), from which a support arm (19) projects, the support arm (19) comprising a second support portion (7b) and projecting transversely to the linear portion (16a) of the first body (16) to misalign the respective articulation point (5a) from the steering axis (A).

2. Independent suspension according to claim 1, characterized in that the coupling portion (13) of the second body (17) of the knuckle bracket assembly (7) comprises at least one sleeve (20), the sleeve (20) fitting around the steering pin (11) and being housed in a receiving seat (8) of the knuckle (2).

3. The independent suspension according to claim 2, characterized in that the coupling portion (13) of the second body (17) of the knuckle bracket assembly (7) comprises at least one auxiliary support (21), the auxiliary support (21) being fitted around the steering pin (11) at one end thereof opposite to the first support portion (7a) of the first body (16); the auxiliary support (21) is coaxial with the sleeve (20) and spaced apart to define a housing (22).

4. The independent suspension according to claim 3, characterized in that the inner portion (2b) of the knuckle (2) comprises a fork body (10) provided with two arms (10a, 10b) facing each other and spaced apart to define the receiving seat (8) between the arms (10a, 10b), wherein the steering pin (11) is rotatably inserted in the arms (10a, 10b) of the fork body (10).

5. Independent suspension according to claim 4, characterized in that the fork body (10) comprises a lower arm (10a) and an upper arm (10b), wherein the first support portion (7a) of the first body (16) projects outside the receiving seat (8) below the lower arm (10 a).

6. Independent suspension according to claim 5, characterised in that the end of the steering pin (11) protrudes outside the receiving seat (8) on the side opposite the first support part (7 a).

7. Independent suspension according to any one of claims 4 to 6, characterized in that the sleeve (20) is interposed between the arms (10a, 10b) of the fork body (10).

8. The independent suspension according to any one of claims 4 to 6, characterized in that at least one arm (10b) of the fork body (10) is placed in the housing (22), wherein the steering pin (11) is arranged astride the sleeve (20), the arm (10b) of the fork body (10) and the auxiliary support (21).

9. The independent suspension according to any one of claims 4 to 6, characterized in that the inboard portion (2b) of the knuckle (2) and the second body (17) of the knuckle bracket assembly (7) are at least partially "C" -shaped opposing and mutually interspersed elements; the first body (16) of the knuckle bracket assembly (7) is inserted with its protruding ends (18a, 18b) into a "C" -shaped element.

10. The independent suspension according to any one of claims 5 to 6, characterized in that the second body (17) comprises at least a bearing or unloading area on the inboard part (2b) of the knuckle (2), wherein a thrust bearing (15) is operatively interposed between the second body (17) of the knuckle bracket assembly (7) and the inboard part (2b) of the knuckle (2) at the bearing or unloading area.

11. Independent suspension according to claim 10, characterized in that the thrust bearing (15) is arranged around the steering pin (11) between the sleeve (20) and the lower arm (10a) of the fork body (10).

12. The independent suspension according to any one of claims 5 to 6, characterized in that it comprises a clamping nut (24) coupled to the end of the steering pin (11) opposite the first support portion (7a) so as to axially lock the steering pin with respect to the knuckle (2).

13. The independent suspension according to claim 12, characterized in that the auxiliary support (21) of the second body (17) or the upper arm (10b) of the fork body (10) has a housing seat (25) for the end of the steering pin (11) and for the clamping nut (24).

14. The independent suspension according to claim 13, characterized in that the housing seat (25) comprises a through hole having: a narrow portion (26) facing the knuckle (2) to receive the pin (11); and an enlarged portion (27) facing away from the knuckle (2) and dimensioned to receive and house an end of the kingpin (11) and the clamping nut (24).

15. The independent suspension of claim 1, wherein the vehicle is a heavy vehicle.